Traffic Injury Prevention最新文献

{"title":"A study on the optimal safety speed and warning sign distance for highways in windy and sandy environments based on driving behavior.","authors":"Fang Wang, WeiJia Duan, Hao Yang, Tao He, ShiXiao Liu, SiPing Huang","doi":"10.1080/15389588.2024.2443548","DOIUrl":"https://doi.org/10.1080/15389588.2024.2443548","url":null,"abstract":"<p><strong>Objective: </strong>This study aims to address the issue of driving safety on highways in the desert region of Northwest China during extreme weather conditions such as sandstorms, with the goal of reducing driver risk. It explores driver behavior under extreme conditions of sandstorms and sand accumulation, proposing safety speed recommendations and warning models for different environments to calculate the optimal warning distance in windy and sandy conditions.</p><p><strong>Methods: </strong>Natural driving simulation experiments were conducted in windy and sandy environments, collecting driving behavior data from 45 drivers under varying visibility and road conditions with or without sand accumulation. This data were utilized to determine safe speeds before and after deceleration, as well as before and after lane changes. Warning models were established for both sandstorm and sand accumulation conditions.</p><p><strong>Results: </strong>Driving stages in sandy environments were classified into normal driving, deceleration and low-speed stable driving phases. In sandstorm-sand accumulation environments, the stages included driving, lane changing and low-speed stable driving after lane changes. The recommended post-deceleration speeds for visibility levels of 2000, 500, 300, 150, 100 and 50 m were 120 km/h, 90 km/h, 70 km/h, 60 km/h, 50 km/h and 40 km/h, respectively. The recommended speeds after lane changes in sand-accumulated areas were 90 km/h, 80 km/h, 60 km/h, 60 km/h, 50 km/h and 40 km/h. The optimal warning distance for highways in windy and sandy environments was calculated to be 1100 m.</p><p><strong>Conclusion: </strong>The recommended safe speeds under different visibility conditions in sandstorms and sand accumulation environments are important references for future regulations. The suggested warning distance for highway signs is 1100 m, which can effectively ensure driving safety and reduce accident risks.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2025-01-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143069763","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Analysis of trajectory transection rate on four-lane divided rural highway curves.","authors":"Vinay Kumar Sharma, Gourab Sil","doi":"10.1080/15389588.2025.2450710","DOIUrl":"https://doi.org/10.1080/15389588.2025.2450710","url":null,"abstract":"<p><strong>Objective: </strong>The study aims to develop continuous trajectory profiles along curves with minimal error. It also focuses on formulating a percentage trajectory transection rate model as a function of geometric parameters (e.g., radius and curve length) for through and passing maneuvers on four-lane divided highways. Additionally, the study sought to identify the critical maneuver between through and passing on horizontal curves of four-lane divided highways.</p><p><strong>Methods: </strong>A total of 15 horizontal curve sites on a four-lane divided rural highway in plain terrain were selected. An instrumented vehicle, equipped with a GPS data logger and cameras, was used for data collection. Naturalistic driving data from 34 drivers' trips across the curves were collected for analysis, ensuring free-flow conditions. This dataset was used to develop continuous trajectory profiles, with GPS positioning errors minimized by calibrating the profiles at the Point of Curvature (PC) and Point of Tangency (PT) using the vanishing point method. Moreover, multiple linear regression technique was used to develop the mean percentage trajectory transection rate models i.e., for through (<i>PTTR_{μC_T}</i>) and passing (<i>PTTR_{μC_P}</i>) maneuvers.</p><p><strong>Results: </strong>The trajectory profiles were effectively developed using the vanishing point method, which restricts the mean absolute error to 16 cm. The developed models revealed that curve length significantly influences PTTR in through maneuvers, while deflection angle, approach tangent length and curve length are the most critical factors in passing maneuvers. Notably, curve length emerged as a common predictor for both maneuvers. Additionally, a 15% higher trajectory transection rate was observed in passing maneuvers.</p><p><strong>Conclusions: </strong>Combining geometric features such as curve length, deflection angle, and approach tangent length provides a more comprehensive understanding of drivers' trajectory behavior, especially during passing maneuvers. The developed models can serve as a supplemental tool in geometric design to minimize lateral deviations and trajectory transitions across horizontal curves on four-lane divided highways. Passing maneuvers are riskier than through maneuvers, often involving lane changes and unpredictable paths. This highlights the need for roadway departure safety measures such as raised pavement markings, centerline rumble strips, and passing restrictions at specific curves.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2025-01-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143069765","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"The development and validation of a Japanese hazard perception task.","authors":"Tsutomu Sasaki, Kyohei Yamada, Hatsune Obuchi, Tomoaki Yamada","doi":"10.1080/15389588.2024.2449255","DOIUrl":"https://doi.org/10.1080/15389588.2024.2449255","url":null,"abstract":"<p><strong>Objectives: </strong>This study aimed to validate the hazard perception task developed for Japanese drivers with brain damage.</p><p><strong>Methods: </strong>A total of 36 professional driving instructors, 67 older adult drivers, 39 young drivers, and 72 patients with brain damage participated in the study. A video-based hazard perception task measured the hazard perception skills of each group. Participants were instructed to touch the screen as soon as they identified a hazard. Outcome measures included the number of hazards identified and response latency. Comparisons were made between groups for each hazard type: environmental prediction hazard (EPH) and behavioral prediction hazard (BPH).</p><p><strong>Results: </strong>Patients with brain damage demonstrated fewer hazard detections and longer response latencies than driving instructors and older adult drivers, regardless of the hazard type. The hazard perception skills of patients with brain damage were comparable to those of young drivers across both hazard types. Driving instructors exhibited the highest number of hazard detections and the fastest response latencies among all groups, with differences being more pronounced for EPH than for BPH.</p><p><strong>Conclusions: </strong>Thus, the validity of the hazard perception task developed for Japanese drivers with brain damage was confirmed. Future research should examine the predictive validity of the developed task, particularly its relationship with crash rates in individuals with brain damage.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2025-01-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143069766","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"RAVE checklist: Recommendations for overcoming challenges in retrospective safety studies of automated driving systems.","authors":"John M Scanlon, Eric R Teoh, David G Kidd, Kristofer D Kusano, Jonas Bärgman, Geoffrey Chi-Johnston, Luigi Di Lillo, Francesca M Favarò, Carol A Flannagan, Henrik Liers, Bonnie Lin, Magdalena Lindman, Shane McLaughlin, Miguel A Perez, Trent Victor","doi":"10.1080/15389588.2024.2435620","DOIUrl":"https://doi.org/10.1080/15389588.2024.2435620","url":null,"abstract":"<p><strong>Objective: </strong>The public, regulators, and domain experts alike seek to understand the effect of deployed SAE level 4 automated driving system (ADS) technologies on safety. The recent expansion of ADS technology deployments is paving the way for early stage safety impact evaluations, whereby the observational data from both an ADS and a representative benchmark fleet are compared to quantify safety performance.</p><p><strong>Methods: </strong>In January 2024; a working group of experts across academia, insurance, and industry came together in Washington, DC to discuss the current and future challenges in performing such evaluations. A subset of this working group then met, virtually, on multiple occasions to produce this paper.</p><p><strong>Results: </strong>This paper presents the RAVE (Retrospective Automated Vehicle Evaluation) checklist, a set of fifteen recommendations for performing and evaluating retrospective ADS performance comparisons. The recommendations are centered around the concepts of (1) quality and validity, (2) transparency, and (3) interpretation.</p><p><strong>Conclusion: </strong>Over time, it is anticipated there will be a large and varied body of work evaluating the observed performance of these ADS fleets. Establishing and promoting good scientific practices benefits the work of stakeholders, many of whom may not be subject matter experts. This working group's intentions are to: i) strengthen individual research studies and ii) make the at-large community more informed on how to evaluate this collective body of work.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-14"},"PeriodicalIF":1.6,"publicationDate":"2025-01-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143016607","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Classifying crash causation patterns in 2-vehicle collisions between autonomous and conventional vehicles.","authors":"Jie Wang, Yibo Chen, Shun Li, Zhibo Gao, Jian Xiang","doi":"10.1080/15389588.2024.2439962","DOIUrl":"https://doi.org/10.1080/15389588.2024.2439962","url":null,"abstract":"<p><strong>Objective: </strong>This study aims to investigate the causes of 2-vehicle collisions involving an autonomous vehicle (AV) and a conventional vehicle (CV). Prior research has primarily focused on the causes of crashes from the perspective of AVs, often neglecting the interactions with CVs.</p><p><strong>Method: </strong>To address this limitation, the study proposes a classification framework for crash causation patterns in 2-vehicle collisions involving an AV and a CV, considering their interactions. The framework categorizes the crash causation patterns into 5 distinct types: (1) failure of the AV system, (2) failure of takeover control, (3) driver error after takeover, (4) CV failure to adapt to unforeseen changes in AV behaviors, and (5) other factors related to the CV. Utilizing the AV crash data set proposed by Zheng et al., this study extracted 450 two-vehicle collisions involving AVs and CVs for our analysis.</p><p><strong>Results: </strong>Our analysis reveals that the majority of 2-vehicle collisions are triggered by CVs, specifically identified in patterns 4 and 5. Pattern 4 is the primary crash causation factor, accounting for 55% of total collisions. The leading contributing factor to pattern 4 is the improper response of CVs to AVs stopping. There are notable variations in crash injury severity, collision type, and environmental conditions across different causation patterns. Crashes stemming from human drivers' errors (patterns 3, 4, and 5) are more likely to result in moderate to severe injuries. Specifically, pattern 4 notably exhibits the highest likelihood of causing rear-end collisions, whereas patterns 1 and 5 are more prone to causing side collisions. Additionally, crashes associated with pattern 4 are more frequently observed in locations with traffic controls or obstacles.</p><p><strong>Conclusion: </strong>Based on our findings, we propose several recommendations for manufacturers to enhance AV safety performance. These include minimizing planning errors in autonomous driving algorithms, improving communication abilities between AVs and other road users for smoother interactions and better anticipation of actions, and providing specialized driver training for navigating mixed environments with both AVs and CVs.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-8"},"PeriodicalIF":1.6,"publicationDate":"2025-01-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142973355","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Assessment of drivers' visual search patterns and cognitive load during driving in curved tunnels.","authors":"Lei Han, Zhigang Du, Shoushuo Wang","doi":"10.1080/15389588.2024.2441879","DOIUrl":"https://doi.org/10.1080/15389588.2024.2441879","url":null,"abstract":"<p><strong>Objective: </strong>The objective of this study was to assess drivers' visual search patterns and cognitive load during driving in curved tunnels. Specifically, we aimed to investigate how different curved tunnel geometries (tunnel radii, turning directions) and zones (entrance, middle, exit) influence drivers' saccadic eye movements. This understanding can inform the development of safer tunnel designs and driving guidelines.</p><p><strong>Methods: </strong>A total of 30 licensed Chinese drivers participated in the study. Eye movement data were collected using the eye tracker while participants drove through four experimental curved tunnels. Each tunnel differed in radius, turning direction, and zone. Eye movement parameters, including saccade duration, frequency, amplitude, and velocity, were analyzed to evaluate drivers' visual search patterns and cognitive load.</p><p><strong>Results: </strong>The results revealed significant differences in drivers' saccadic eye movements across different tunnel conditions. As the tunnel radius decreased, drivers exhibited shorter saccade durations, increased saccade frequencies, decreased saccade amplitudes, and reduced saccade velocities, indicating increased cognitive load and more frequent visual updates. The turning direction also influenced saccadic behavior, with drivers demonstrating shorter saccade durations and higher frequencies when turning left compared to turning right. Furthermore, significant variations were observed across tunnel zones, with drivers showing the shortest saccade durations and highest frequencies in the entrance zone, while the mean saccade amplitude and velocity were largest in the exit zone.</p><p><strong>Conclusions: </strong>This study provides valuable insights into how drivers adapt their visual search strategies and cognitive processes in response to varying curved tunnel conditions. The findings highlight the importance of considering tunnel geometry, turning direction, and tunnel zones in designing safer tunnel infrastructures and driving guidelines. Specifically, the results suggest that drivers experience increased cognitive load in narrower tunnels and during left turns, necessitating a more dynamic and frequent visual search strategy.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-11"},"PeriodicalIF":1.6,"publicationDate":"2025-01-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142973354","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Driving safety risk evaluation for tunnel reinforcement based on matter-element model.","authors":"Jiawen Liao, Hao Ding, Meng Yang, Ke Li, Jianzhong Chen","doi":"10.1080/15389588.2024.2405641","DOIUrl":"https://doi.org/10.1080/15389588.2024.2405641","url":null,"abstract":"<p><strong>Objective: </strong>This study aimed to analyze the influence of different tunnel reinforcement measures on drivers and to evaluate the associated driving safety risks.</p><p><strong>Methods: </strong>Experimental data of driving behavior and physiological response were collected under different driving simulation scenarios, such as cover arch erection, corrugated steel, grouting, Steel strips, and fire; an evaluation index system was established based on electrocardiographic (ECG), electrodermal activity(EDA), standard deviation of speed (SDSP), Steering Entropy(SE), standard deviation of lateral position (SDLP) and other indices. The classical domain rank standard of each evaluation index was divided using K-Means algorithm, and a synthetic evaluation matter-element model was established to comprehensively evaluate and analyze the safety risks of each scenario.</p><p><strong>Results: </strong>The results show that the highway tunnel reinforcement measures can reduce the driving safety risks compared with the severe damage scenario, and the key driving stability indices such as SDSP, SDLP, and SE are effectively improved by each reinforcement method. Different reinforcement methods have significant differences on driving safety: the cover arch erection and grouting reinforcement are more effective in reducing risks of driving safety, while corrugated steel and Steel strips feature relatively high safety risks. By synthesizing the overall safety risk levels and indices of each reinforcement method, the cover arch erection performs best in reinforcement and maintenance, followed by grouting.</p><p><strong>Conclusion: </strong>By assessing the effects of different reinforcement methods on driving behavior, this study provides valuable insights and data support for decision-making of highway tunnel safety operation and post-disaster rehabilitation.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-11"},"PeriodicalIF":1.6,"publicationDate":"2025-01-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142973356","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Using a visual attentional task and eye-tracking to investigate the effects of pre-takeover resource engagement on attention restoration in conditionally automated driving.","authors":"Jinzhen Dou, Chang Xu, Wenyu Wu, Chengqi Xue, Shanguang Chen","doi":"10.1080/15389588.2024.2427865","DOIUrl":"https://doi.org/10.1080/15389588.2024.2427865","url":null,"abstract":"<p><strong>Objective: </strong>Attention forms the foundation for the formation of situation awareness. Low situation awareness can lead to driving performance decline, which can be dangerous in driving. The goal of this study is to investigate how different types of pre-takeover tasks, involving cognitive, visual and physical resources engagement, as well as individual attentional function, affect driver's attention restoration in conditionally automated driving.</p><p><strong>Methods: </strong>A two-phase study was conducted. In phase one, a visual attentional task was employed to measure the attentional function of driver. In phase two, a driving simulator experiment was conducted, where participants experienced a typical sequence of automated driving, takeover and manual driving. Three pre-takeover tasks were designed to divert drivers' attentional resources, including a visual-cognitive task, a visual-physical task, and a monitoring task (control group). Eye-tracking metrics, including pupil and gaze behavior, along with driving behavior, were assessed as dependent variables.</p><p><strong>Results: </strong>The visual-cognitive task showed the highest percentage of pupil dilation and significantly increased participant's response time, but it also had a positive effect on subsequent attention restoration. Moreover, the attentional task scores were positively correlated with horizontal gaze scanning and negatively correlated with takeover response time.</p><p><strong>Conclusions: </strong>Pre-takeover tasks with cognitive resource engagement proves to be superior for attention restoration in conditionally automated driving. The drivers with better attentional function are able to reduce recovering time. These findings make it possible to predict drivers' attentional state by identifying type of pre-takeover tasks in conditionally automated vehicles. Based on this, the attentive user interfaces could be adaptively adjusted to provide valuable cues, ensuring a safe transition.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2025-01-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142962555","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Research on the impact of the locations of luminaire failure on traffic safety in highway tunnels.","authors":"Xiaoxia Wang, Qinghao He, Linhai You, Luqi Wang","doi":"10.1080/15389588.2024.2434496","DOIUrl":"https://doi.org/10.1080/15389588.2024.2434496","url":null,"abstract":"<p><strong>Objective: </strong>The safety of highway tunnels hinges heavily on proper lighting infrastructure, yet luminaire failures pose an ongoing challenge. The study aims at assessing the impact of the locations of luminaire failures on highway tunnels safety.</p><p><strong>Methods: </strong>The research involved conducting 300 on-site scenarios with 29 participants, with simulated drives in visual recognition experiments. Multivariate analysis of variance (MANOVA) was applied to assess the individual effects of luminaire failures, luminous flux maintenance rates, and driving speeds on safety, as well as the between-group variability of these effects. Furthermore, Bonferroni tests were conducted to perform post hoc analyses, which determine the specific pairs of group means that differed significantly. Additionally, paired <i>t</i>-tests were used to analyze the impact of the failure locations.</p><p><strong>Results: </strong>The results show that luminaire failures were the most significant factor affecting safety. Failures near the driver's side had a more pronounced effect, and symmetric position of failures caused the most significant impact when the same number of luminaire failures occurred. The study also found that the distance between failed luminaires, rather than their specific positions, was the primary determinant of safety impact. Concentrated luminaire failures were more detrimental than scattered ones.</p><p><strong>Conclusions: </strong>The study concludes that concentrated luminaire failures present a significant threat to tunnel safety, emphasizing the urgency of accelerated maintenance to address such failures and uphold safety standards.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2025-01-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142958931","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Analysis of performance degradation of an active pretensioning seatbelt in a real-world vehicle braking test.","authors":"Jing Fei, Puyuan Tan, Quan Li, Jiajie Shen, Peifeng Wang, Yu Liu, Qing Zhou","doi":"10.1080/15389588.2024.2437651","DOIUrl":"https://doi.org/10.1080/15389588.2024.2437651","url":null,"abstract":"<p><strong>Objective: </strong>Previous research has established the effectiveness of active pretensioning seatbelts (APS), also termed motorized pretensioning seatbelts, in mitigating forward leaning and out-of-position displacement during pre-crash scenarios. In the Chinese market, APS trigger times are typically set later than those reported in the literature. This study investigates the real-world performance of APS systems with delayed trigger times under emergency braking conditions.</p><p><strong>Methods: </strong>Static pretensioning tests were conducted without the influence of braking deceleration pulses, using a THOR-50M ATD and seatbelt pretensioning parameters recommended by the APS supplier and vehicle manufacturer. The time histories of seatbelt tension force and webbing displacement were recorded and compared with data from real-world vehicle braking volunteer tests. To examine the causes of pretensioning performance degradation, a simulation restraint model incorporating APS was developed in the MADYMO platform. The simulation results were analyzed to elucidate discrepancies between the supplier's claims and the performance observed in real vehicles.</p><p><strong>Results: </strong>During static sled tests, the APS demonstrated a stable pretensioning force of 200 N and a webbing pull-in distance of 3-4 cm. In contrast, real-world vehicle braking tests revealed significant fluctuations in seatbelt tension force, which ranged from below to exceeding 200 N, with no webbing retraction into the retractor observed during braking. Simulations further suggested that a functional conflict between the inertia reel retractor and the active pretensioning motor could cause performance degradation, aligning with experimental findings. When this functional conflict was removed in the simulation model, the pretensioning behavior corresponded with results from previous studies.</p><p><strong>Conclusions: </strong>This study identified that active pretensioning seatbelt (APS) systems installed in vehicles may exhibit inadequate performance during real-world emergency braking scenarios. It is hypothesized that if the active pretensioning function is triggered after braking has initiated, the retractor may already be locked, restricting the spool rotation and preventing the pretensioning motor from further retracting. These findings highlight the necessity for APS suppliers and vehicle manufacturers to carefully design pretensioning configurations and ensure that the system can effectively retract seatbelt webbing during emergency braking.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-8"},"PeriodicalIF":1.6,"publicationDate":"2025-01-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142958930","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}